Hopper car



4 Sheets-Sheet l HOPPER' CAR Filed spt. 15, 195o H. M. PFLAGER El' AL Dec. 25, 1934.

De 25, 1934 H. M. PFLAGER ET AL 1,985,380

HOPPER GAR Filed Sept. 15, 1930 4 Sheets-Sheel 2 Dec. 25, 1934.

H. M. PFLAGER ET AL HOPPER CAR Filed sept. 15, 1930 4 Sheets-Sheet 3 DFC- 25, 1934 H. M. PFLAcsER ET AL 1,985,380

HOPPER CAR Filed Sept. 15, 1930 4 Sheets-Sheet 4 dig# Patented Dec. 25, 1934 PATENT. OFFICE 1,985,380 norrna can Harry M. Pilager, St. Louis, Mo., and Einar G.

Hallquist, Edwardsville, Ill., assignors to General Steel Castings Corporation,

Granite City,

11|., a corporation of Delaware Application Sentcmber l5, 1930, Serial No. 482,034

23 Claims.

Our invention relates to railway rolling stock and consists in all of the novel features described below and illustrated in our drawings, and primarily in a novel underframe construction for hopper cars.

'Ihe main object of our invention is to secure maximum capacity and rigidity and strength with minimum weight of the car and with minimum expense for building the car. In the usual hopper car construction, the car underframe is designed to carry the necessary load and to transmit the buing and pulling forces. Sometimes the superstructure is used to contribute to the strength of the car. The hopper structures below the top of the underframe are usually superimposed thereon and contribute little or nothing towards the strength of the car. of our invention to utilize the hoppers as part of the underframe structure and in the preferred form of our invention we cast the hoppers integral with the remainder of the underframe and thereby not only strengthen the car but provide hopper discharge surfaces that are free from rivets to obstruct the discharge of the load, and we also avoid joints around the rivet heads and between overlapping plates and shapes which tend to admit dirt and moisture and corrode badly. By providing an integral structure as described below, we not only make a stronger car of lighter weight but give the car maximum life with minimum maintenance expense.

In hopper cars having a built-up structure, it is common practice to use a box-like center sill `consisting of spaced channel sills with outwardly turned anges, a top cover plate riveted to the upper iianges of the channels and a bottom cover plate riveted to\the-lower flanges of the channels. By utilizing a cast center sill structure we are able to reduce the width of the sill without undue sacrifice 4of strength and thereby increase the width of the hoppers. Similarly, the elimination of channel or Z bar side sills and other members having flanges projecting linto the interior of the car increases the capacity ora car of given dimensions or, conversely, permits the building of a car of desired capacity oi less length than is possible with the usual built-up riveted construction.

We attain the objectives'indicated above in the structures illustrated in the accompanying drawings in which- Figure 1 is a top view of one halt of a car underframe embodying our invention, the integral portion of the underframe being indicated in It is an object.

(Cl. 10S-249) solid lines and the corners, formed of structural steel, being indicated in dot-anddash lines.

Figure 2 is in part a longitudinal vertical section and in part a side elevation of a car embodying our invention.

Figures 3 and 5 are vertical transverse sections taken on the corresponding section lines of Figure 1.

Figure 4 is a vertical transverse section taken on the line 4 4 of Figure 2.

Figure 6 is a vertical longitudinal section through the bolster taken on the line 6 6 of Figure 1.

Figure 7 is a detail section oi' a modied structure.

Figure 8 is a top View of one end of an underI frame illustrating a modied form of our invention.

Figure 9 is a vertical longitudinal section taken on the line 9 9 of Figure 8.

Figure 10 is a vertical transverse section taken on the line 10-10 of Figure 8.

Figure 11 is a vertical transverse section taken. through an intermediate portion of the complete car.

Figure 12 is a top view of one end of another form of underframe embodying our invention.

Figure 13 is a vertical longitudinal sggtion taken on the line 13-13 of Figure 12.

'I'he underframe illustrated in Figures 1 to 6, inclusive, is provided with spaced bolsters 1, each of inverted T shape throughout most of its length, as best shown in Figure 6, but having a box-like section at the center, as indicated at 2, for reinforcement over the center plate 3 which is integral with the bolster. The holsters are connected by a center sill 4 and by side sills 5 comprising the longitudinal members of the underframe and their main web structure also forming the upper portions of the side walls of the hoppers. The vertical or main webs of the center sill have downward projections 6 formingthe lower portions or the inner side walls of the hoppers and the iianges on the side sills have downward projections 7 forming the lower portions of the outer side walls of the hoppers. The end walls of the hoppers 8 and 8' extend between the center sill and the side sills and the projections 6 and 'l and form the transverse elements of the underframe. End walls 8 and 8' are inclined as indicated and the wall 8 of each hopper converges with a corresponding wall 8 of the adjacent hopper and merges therewith in a ilat element 9 adapted to support a superstructure brace 10 welded to the underframe. To increase the bracing qualities vco g Intermediate of the members 8 and 8' and to provide additional room for mounting the hopper doors, we arrange the upper portion of each wall 8 more nearly the horizontal than the lower portion. The

lower portion of each wall 8' forms a door open-' ing to which the door l1 is fitted. Each wall 8' has door hinge elements 12 formed integrally therewith. Y s, adjacent hoppers; the center sill is provided with a solid bottom web 13 giving the center sill a box section throughout this distance. Substantial openings 14 are provided in the bottom web opposite the hoppers and these openings lighten the structure, facilitate the cleaning out of core sand from the casting and permit the vertical webs of the center sill to accommodate forces set up by the cooling of the casting and to weave as the car travels over uneven track.

The side sills of the casting terminate at the bolsters 1 but the vertical webs of the center sill diverge as indicated at 15 and form thev draft sills 16 which extend to the end of the car and `have integral draft lugs 17, striking plates 18,

coupler carriers 19 and draft gear guides 20.

The end of the car is completed by angle side sill extensions 21, end sills 22 and corner struts 23, all of structural shapes.

The end slope sheet 24 of the superstructure overlaps and is welded to the upper end of the end hopper wall 8 and is supported over the bolster by means of an upright sheet 25 welded to the top edge of the vertical flange of the inverted T shape bolster 1.

It is apparent from the above description and illustrations that the center sill and side sills take up very little room transversely of the car and the width of the hoppers is increased accordingly. The entire hopper structure braces the sills transversely of the car and also longitudinally of the car and cooperates with the center sills. side sills, draft sills, draft lugs, striking plates and coupler carriers in absorbing and transmitting the longitudinal forces applied to the car.

While various parts shown may be formed separately and riveted to the remainder of the structure without departing from the spirit of our invention, it is contemplated that the joints between the superstructure and the underframe be welded, including the application of the side sheets 26 to the side sills 5. This construction provides smooth surfaces throughout the car over which the load may move with minimum impedance.

In Figure 7 We illustrate a modied form of the junction between two hopper end walls 27 and 28 having an upstanding rib 29 in addition to the horizontal ledge 30. The superstructure brace 31 is shown resting upon the ledge 30 and riveted to the rib 29.

In the form of our invention illustrated in Figures 8 to 1l, the bolsters 32 are comparatively short and terminate over the side bearings 33. The side sills 34 terminate at points spaced inwardly from the bolsters and are connected with the ends of the bolsters by integral diagonal members 35. A slope sheet brace 36, preferably a separately formed member, is carried by the bolster 32 and extends outwardly to the sides of the car and has superstructure side sheets 37 fixed to its ends. The bolsters 32 are of I shape cross section-except over the center plate 38,l where they are of box shaped section. The slope sheet brace 36 is also of I shape cross section with its bottom flange disposed horizontally and welded or otherwise secured to the top flange 39 of the bolster. The top flange 40 of the slope sheet brace is inclined as indicated in Figure 9 so that the slope sheet 4l may rest directly thereon. Diagonal members 60 transmit the load to the ends of the bolster and to the side bearings and jacking pads 6l are provided beneath members 60.

The integral underframe includes also the draft sills 42, draft lugs 43, striking plate 44 and coupler carrier iron (not shown) corresponding to the showing in Figure 2. An air cylinder bracket 62 forms a gusset between one draft sill and the adjacent bolster arm.

The cross brace of the superstructure is shown as a sheet 45 reinforced by a suitable angle 46 which forms a downwardly curved chord extending from the upper portion of one side sheet to the upper portion of the opposite side sheet.

The construction of the sills and hoppers in this form of our invention corresponds to that shown in Figures 1 to 5 and described above.

In Figures l2 and 13 we illustrate another form of our invention particularly adapted for use in cars of the general service type in which the end slope sheets above the top of the underframe are eliminated and the car has a flat floor from the end hopper 47 to the vertical end wall 48. In this form of our invention the bolster 49 is of I shape cross section and extends from side sill to side sill and the side sills 50 extend to the end of the car and are joined by the integral end sill 5l. Diagonal struts 52 are also integral with the bolster and side and end sills. Similarly, the draft sills 53, striking plate 54, coupler carrier 55, draft lugs 56, center plate 57 and push pole pockets 58 are integral parts of the casting. In this construction also the center and side sill and hopper structure will be substantially the same as previously described except for the modifications referred to above.

Reference is made to our copending application Serial No. 482,035, now Patent No. 1,884,846, as

illustrating other modifications of the present invention and particularly the use of channel shape side sills and an I beam shape center sill,

'together with the necessary adaptations of the hopper structure to such sills. Other modifications of various features of our invention may be made without departing from the spirit of our invention and we contemplate the exclusive use of such modifications as come within the scope of our claims.

We claim:

1. In a railway car underframe, a side sill of angle cross section, the horizontal flange of said sill having a downwardly and inwardly inclined extension forming a hopper side wall element projecting below the remainder of the sill structure.

2. In a railway car integral underframe structure, longitudinal sills, inclined hopper end walls extending between and bracing said sills, two of said walls converging upwardly towards each other and merging in a flat element adapted to mount a superstructure cross brace.

3. In a hopper Vcar underframe, a center sill with spaced vertical webs, a horizontal top web connecting the same, transverse members extending outwardly from said webs and forming inclined end walls of the hoppers, and a horizontal bottom wall connecting said vertical webs and extending lengthwise of the underframe intermediate the hoppers only.

4. In a railway hopper car framing, a bolster terminating at points spaced from the sides of the car, and a hopper slope sheet brace mounted on said bolster and projecting beyond the ends thereof substantially to the sides of the car.

5. In a railway hopper car framing, a bolster terminating at points spaced from the sides of the car, and a hopper slope sheet brace mounted on said bolster and projecting beyond the ends thereof substantially to the sides of the car, said brace including a vertical web and a top flange inclined to parallel the slope sheet which it supports.

6. In a railway hopper car framing, a bolster of I shape cross section terminating at points spaced from the sides of the car, a hopper slope sheet brace of I shape cross section mounted on the top flange of said bolster and projecting laterally of the car a substantial distance beyond the ends of said bolster and having its top flange inclined to parallel the slope sheet which it supports.

'7. In a railway hopper car, a bolster terminating at points spaced from-the sides of the car, side sills terminating short of said bolster, a body slope sheet extending the full width of the car from about the ends of said side sills to the end of the car, draft sills extending from said bolster to the end of the car, members extending from the ends of said side sills to the ends of said bolsters, and elements extending from the sides of said slope sheet above said bolster downwardly and inwardly to the ends of said bolster.

8. In a railway hopper car underframe, a bolster terminating at points spaced from the sides of the car, center sill structure extending in` wardly from said bolster, draft sills extending outwardly from said bolster to the end of the car, side sills terminating short of said bolster, and diagonal struts extending from the ends of said bolster to the ends of said side sills.

9. A structure as set forth in claim 8 in which suitable elements directly connect the adjacent ends of said draft sills, bolster and struts.

10. An underframe as set forth in claim 8 in which all of the parts mentioned comprise an integral structure.

11. In a railway hopper car, an integral underframe having a transverse element adjacent the top of the underframe, superstructure sides mounted on said underframe, and a brace for said sides with its upper edge extending in an arc from the upper portions of said sides downwardly and inwardly towards the center of the car and with its lower edge secured to said element.

12. An underframe as set forth in claim 8 in which' suitable elements directly connect the adjacent ends of said draft sills, bolster and struts. and in which all-of the parts mentioned comprise an integral structure.

. 13. A railway hopper car underframe structure having sill and hopper wall main web elements extending longitudinally and transversely of the car and merging with each other to form a continuous seamless hopper interior surface free of joints or overlapping members.

14. In a railway hopper car underframe, a sill main web element, and a hopper Vmain walll element depending from said sill element, portions of said elements merging with each other to form a continuous seamless surface hopper interior face arranged to contact withthe carlading.

15. In a railway hopper car, a center sill, a side sill, transverse members between said sills, said sills and members including a main web structure, and hopper elements depending from said sills and members, the main web structure of said sills and members being constructed and arranged to form continuous seamless hopper walls of substantially equal thickness free of overlapping plates and leading to the hopper discharge opening.

16. In a railway hopper car underframe, a center sill, a side sill, a cross beam extending between said sills and including main web structure, at least a part of said structure being projected downwardly from the normal cross beam level and forming a hopper end wall.

17. In a railway hopper car underframe, a center sill member, a side sill member, and a cross beam member, each of said members having main web structure, portions of said main web structure being extended below the normal sill and cross beam level to form hopper side and end walls.

18. In a railway hopper car underframe, a center sill member, a side sill member, and spaced cross beam members between said sill members, each of said members having main web structure, said structure forming a rectangular frame comprising the side and end walls of a hopper.

19. In a railway hopper car underframe, a side sill, a center sill, and web structure inclined from the vertical and extending between said sills and forming the main portion of a cross lbeam and also constituting substantially complete hopper end wall structure.

20. In a railway hopper car underframe, center sill structure comprising parallel spaced apart upright webs, side sills spaced therefrom, a cross beam extending between each of said side sills and said center sill structure and including main web structure, at least a part of said main web structure of said cross beam being projected downwardly from the normal cross beam level and forming hopper end wall structure.

21. In a railway hopper car underframe, spaced apart center sill members, a side sill member and a cross beam member, each of said members having main web structure, portions of said web structure being extended below the normal sill and beam level to form hopper side and end walls.

22. In a railway hopper car underframe, spaced apart center sill members, side sill members and spaced apart cross beam members, each of said members having main web structure, portions of said structure being extended below the normal sill and/cross beam level and merging to form rectangular frames comprising hopper side and end walls.

23. In a railway hopper car underframe, center sill structure comprising spaced apart upright webs, side sills, and adjacent webs inclined from the vertical and extending between said side sills and said center sill structure and forming the main members of cross beams between said side sills and center sill structure and also constituting hopper end walls substantially throughout the depth of said sills.

H. M. PFLAGER. EINAR G. HALLQUIST. 

